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(No Model.)

E. B. RIES. METHOD 0E OPERATING ELECTRIC BRAKES. A No. 356,964. a Patente-d Peb. 1, 1887.

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UNITED STATES PATENT FEICE.

ELIAs IE. RIES, OE BALTIMORE, MARYLAND, ASSIGNOR, RY DIRECT AND MESNE ASSIGNMENTS, To EDWARD O. PUNOHARD, OE ROsTON, MASS.

- METHOD OF OPERATlNG ELECTRIC BRAKES.'v

SPECIFICATION forming part of VLetters Patent No. 356,964, dated February 1, 1887.

Application filed November 4, 1855. Serial No. 181,808. (No model.)

moving portions of thebrake mechanism, due

to the immediate application of the entire energy of the brake-actuating current. Another objection usually encountered in brake apparatus of this class is, that no provision is made for increasing and diminishing the power exerted by the brakeshoes upon the periphery of the car-wheels.

The object4 of the present invention is to overcome these difficulties, so that the brakes may be gradually applied4 and their power held under complete and perfect control, and

I attain this object in a simple, practical, and

efficient manner by means of the method hereinafter described and claimed.

The drawing accompanying this specification shows an elevation of the running-gear of a portion of two cars with the brake mechan# ism and the solenoids or electromagnetic devices for operating said mechanism attached, and a diagram `view of the operatingcircuits and the regulating or current-transmitting apparatus preferably employed, which apparatus is more fully described in a separate application led' in the Patent Office on the same date herewith, and bearing the Serial N o. 181,807 reference to which should be had.

Referring to the drawing, 1 2 3 4 5 6 7 8 9 isa diagram representation of a storage or secondary battery, the cells of which are preferably connected in series. The connection with the brake or working circuit'is made from the terminal of cell l of the secondary battery through the wire n to the brake electro-magnets or Sole-noids T, (which may be.

either connected in series, as shown, or in multiple arc or paralleh) then back by wire 'n' to the curved contact-plate M Ofthe regulating apparatus. From thispoint the circuit is completed through the circuit-closing or switch leverl, (said lever being provided with a handle, J, and a segmentpawl, K, by means of which, respectively, it can be moved and retained in any desired position over the contact-plate M,) then through the shaft B,th rough the pivoted contact arm or lever C, and thence through one of the contactpoints d to the 'terminal ofthe c ell with which -such point is connected. A portion ot' the current owing through the brake devices and the circuitwires n and n is diverted and caused to flow through a solenoid, F, that is placed in a derived circuit and forms part of the regulating apparatus.

Directly opposite the solenoid is a dash-pot or regulating-cylinder, G, whose function is toeregulate the motion and prevent the too rapidentrance of the core finto the solenoid whenthelatter is energized. A spiral spring, H, serves to return the contact-lever C, together with the core f and piston-rod g', which are firmly secured to the cont-actiever, to their lnormal position, so that the lever C will rest upon therst contact to the left when no current is passing through the solenoidF.

The operation of the'devices, as far as described, is as follows: Whenthe circuit-closing lever I is moved from its normal (open) position on the left of the apparatus to a point on the curved plate M-say to the extreme right of the apparatusonly the current from the first cell of the secondary battery will ow through the brake-circuit. The solenoid F,

however, being now energized to a certain degree by the derived current passing through it, now begins to attract the core f and moves the contact-lever C to the second contact-point, thus throwing two cells into the brake-circuit and proportionately increasing its own force.

This process continues, each additional cell thrown into the brake or working circuit also increasing the force with which the core f is drawn into the Solenoid; but as the dash-pot is adjusted to limit and regulate the rate of motion of its piston-rod the movement of the contact-lever across the face of the contact points d is rendered uniform, and additional cells are thrown into the brake-circuit until the entire battery is included therein. If, however, it is not desired to send the entire strength of the battery into the brakevcircuit, all that is necessary is to move the switch-lever I along the curved contact-plate M, but not so far to the right as before, it being re tained in position by thesegmentpawl K. The operation will then be the same as before, except that when the lever C has moved forward sufficiently it will come in contact with a projection on the lever I, and its further motion thereby arrested. In this manner, it will be seen, the current transmitted to the brake-circuitand tothe translatingdevices located therein is not only gradually applied and the brake mechanism thereby prot ected from unduestrai n and consequent wear, but the strength of the current to be transmitted can be accurately adjusted, and can be varied at will to suit any emergency. Furthermore, the length of time required for the current in the brake-circuit to reach its maximum strength is directly dependent upon the adjustment of the dash-pot or governing device, and this can be so arY ranged that the application of the brakes will not only always be uniform, but produce the best results in the shortest space of time.

In practice theregulating apparatus is placed in the cab of the nlotorcar, if the car is used as a motor, within convenient reach of the driver or person in charge, and the cells of the secondary battery are likewise carried in a suitable position on said car, the connections with the. brake devices, if more than one car is used, being made in any desirable manner, this feature of the circuit arrangements forming no part of my present invention.

It will be readily understood that instead of connecting the cells of the storage-battery in series they may be arranged in any other suitable nianner, and the connections with the, regulating apparatus can be so made as not to interfere with the use of the battery for other purposes-such, for instance, as for electric lighting.

The means employed for charging the battery will differ according to the additional uses to which it is to be put, and according to .the kind of railway upon which it is operated. One method of accomplishing this object in the case of electric railways is shown in another application for Letters Patent pending herewith, (Serial No. 188, 082,) and another application will shortly be iiled embracing features adapted to be used in this connection in the case of steam and other railways.

It may sometimes be preferred, especially in the case of electric railways of that class in which one or more conducting-rails or contact surfaces are employed to convey the propelling-current to the motors from one or more generating-stations, to dispense with the secondary battery and operate the brake devices from the current that operates the motors. Vhen this method is employed, the operation of the regulating or current-transmitting apparatus remains the same; but a series of resistances is used in place ofthe secondary battery and a few slight changes made in the con nections, which will now be described.

Referring to the drawing, let l 2 3 4 5 (i 7 8 9 represent a suitable resistance connected at regular intervals with the coutact-points el, as shown. The wire 11 in this case connects with the plate M, as indicated by the dotted lines, and the wire n connects with the terminal of resistance marked 9.

R represents the eleclro-dynamic motor, which in the organization now being described would be located on the motor-car. The connection between the motor and the conductors extending along the line of way is not shown in the present drawing, but may be made in any well-k nown or desirable mannersuch, for example, as shown in my applications for Letters Patentnumbered 177,379 and 189,631.. The brake circuit wire n' is opened at any suitable point and connected by means of the wires N N with the conducting-wires s s', leading to the motor, preferably in the manner shown, so as to be in a derived circuit or in multiple arc with the motor. Now, when the contact-lever C is in its normal position at the left and the circuit is closed by moving the switch-lever I to the right, as before, all the' resistancefrom 2 to 9 will be included therein. This will make the resistance of the circuit so large in proportion tothe resistance of the motor-circuit that only a comparatively vweak current will at first liow through the electromagnetic brake devices and through the actuating-solenoid F. As the contact-lever C is moved forward under the iniiuence of the solenoid F it gradually diminishes the resistance of the brake-circuit by throwing out additional portions of the total resistance,thercby causing a corresponding increase in the amount of current flowing through the brake-circuit and in the power developed by the electromagnetic brake devices. This operation is automatically continued, unless intentionally interrupted or stopped by the position ofthe hand-lever J, until the contact lever has reached the end of its travel and cut out all the articial resistance, whereupon the resistance in the brake-circuit will be considerably lower than that of the motor-circuit, and the greater portion of the current will, in consequence, be diverted from the motorcircuit into the brake-circuit. In this manner the brakes are not only operated with constantlyincreasing force until they are applied to their fullest extent, but the fiow ofcurrent to the motor is automatically diminished in nearly the IOO IIO

IISl

saine proportion as that to the brak e-circuit is increased. Thus the sweep. of the contactarm,whi'ch, as before stated, can be adjusted to take place in any desired interval of time, serves the double purpose of cutting ot'f the supply of current to the motor and applying the brakes to the trai u Without necessarily interfering with the proportion of current received by other motors on the line of Way.

Having thus described my invention, what l. The herein-described method of controlling the application of an electriccurrentfrom a source of electricity to one or more translating devices, which consists in first sending` a portion of thesaid current to such translating devices, and in then causing the current thus transmitted, or a portion thereof, to gradually increase the amount of current iiowing to such devices from the said source of electricity until the said current has reached the desired strength, substantially as set forth.

2. The herein-described,method of controlling the application of an electric current from a source of electricity to one or more translating devices, which consists in first limiting the amount or strength of current to be trans'- lnitted to said devices during the act of closingthe circuit thereof, and then causing a portion of theA current thus made to dow through the circuit to automatically and gradually increase the amount of current transmitted until it has reached the required strength, substantially as set forth.

3. The herein-described method of transmit-f ting an -electric current from a source ot' electricity to one or more translating devices, which consists in rst sendingaportionof the current to such translating devices by primarily closing the circuit in which the said translating devices are located, and then utilizing the transmitted current, or a portion thereof, to further control the supply of current to the translating devices by causing it to'operate or set in motion a suitable current regulating or transmitting apparatus, substantially as set forth. t

4. The herein-described method of transmitting a current of electricity to one or more translating devices, which consistsA in primarily closing the circuit from a source-of electricity through a suitable regulating or transmitting apparatus located in ashunt or branch h of the circuit containing the translating devices, and then causing said apparatus, under the iniiuence of the current thus transmitted, to automatically and vgradually increase the amount or strength of current flowing through the circuit containing the translating devices, substantially as described.

5. The herein-described meth od of operating electric brakes for railways,.which consists in first sending but a small portion of the entire t' available brake-current to the electro-magally and gradually increase the tlow of additional current to the brakemagnets until they have reachedtheir maximum strength.

6. The herein-described method ot'operating electric brakes for railways, which consists in rst sending but a small portion of the entire available brake-current to vthe electro-magnetic brake devices, and in then automatically increasing the amount of current transmitted,

so that the brake devices will be brought up to their maximum ,or desired strength within a predetermined interval of time.

7 Theherein -described method of operating electric brakes, for railways, which consists in first sending but a small portion of the entire available brakecurrent to the electro-niagnetic brake devices, and in simultaneously therewith setting in motion a suitable currenttransmitting and speed-regulating device to gradually and automatically apply the remaining'portiou ofthe current to the said brake devices Within a uniform period of time.

8. The herein-described method of operating electric brakes for railways, which consists in first determining and limit-ing the amount of current to be transmitted to the electro-niagnetic brake devices at the moment When the lcircuit to said devices is first closed, and in then trical current from a suitable source of electricity, which consists in primarily sending a IOD portion of the current to theelectro-magnetic brake devices for partially energizing thesame,l and in then automatically and gradually increasing to any desired extent the amount or strength'of current transmitted to the said de.

vices by means of mechanism operated by. a- Y portion of the transmitted current itself.

10. The herein-described method of operating railwaybrakes by means of au electrical current from a suitable source of electricity, which consists in irst passing a Vportion of said current to the brake-circuitV through a suitable current regulating or transmitting device, and then causing the current so transmitted, or a portion thereof, to operate the said device to increase the Working strength of the current flowing to the brake apparatus, substantially asset forth.

11. The herein-described method of translnitting a current of electricity to one or more translating devices, Which consists in primarily closing the circuit from a source of electricity through a series of resistances in the circuit with said translating devices, and then,through the instrumentality ofthe current thus caused to traverse the circuit, operating a suitable IIO device for gradually and uniformly throwing-- out or reducing the 4resistance ot' the firstnamed circuit.

- l2. The herein-described method of, transmilling n enrrenl; 0l" electricity from a nornate the resistance from the said circuit, and nmlly-elosml working-rirenit to zu norlnnllythereby increase the amount. of current low- Io open derived working-circuit', whieh consists ing therein from the first-mentioned circuit'.

in first closing the lnsty-naune l eirvuib through 5 :in artificial resistance so :is t0 divert only a ELIAS E' RIES' snmll mneunt of current into the eireuitv, and \Vitn(sses: then causing Suid diverted current, 0r n p0r- LEOPOLD RIES, tion thereof7 te gradually diminish 0r elmi- A. GROSS. 

